2009 F1 Season technical preview

Change is the theme of Formula One 2009, with both the regulations and structures influenced by the twin forces of spectacle and economics. The global economic downturn has struck home even in the hedonistic world of F1 and cost cutting is the new mantra of both the FIA and FOTA.

This change is clearly evident in the apperance of the new cars. The lines are cleaner, with none of the plethora of aero appendages seen in recent years. This has led to a considerable bout of innovation from designers. Racecar Engineering takes a closer look at the 2009 contenders.

2009 Formula 1 Season

New rules for 2009 at a glance

Aerodynamics: Front wings must be wider than in 2008. They will be 1800mm wide; the same as the outside of the front tyres. They are also lower, at 75mm compared to 150mm. This makes the front wing less vulnerable to the airflow of a car in front, with the aim of making overtaking easier. Front wings will also be adjustable. A driver will have multiple options (up to three degrees either way) and can choose an option setting once per lap, after which he must return to the baseline setting. This feature will allow a driver to compensate for front downforce lost when following another car, which should enhance his chances of overtaking. It will be regulated by the standard ECU.

Rear wings must be 75% narrower than in 2008 and 150mm higher. The rear
diffuser, which assists with airflow under the car, is moved 330mm rearwards. This reduces downforce and limits the disruptive effect on the performance of a following car. Aerodynamic add-ons, such as barge boards, turning vanes and winglets, are banned. This reduces downforce.

Tyres: Bridgestone will supply slick tyres for 2009,
replacing the grooved rubber used since 1998. This increases mechanical grip and will increase some cornering speeds.

Engines: Engines must last for at least three complete Grand Prix weekends, excluding Friday practice, or the driver faces a penalty. In total each driver is limited to eight engines for the season. In 2008, engines lasted for two races and the extension of engine life is designed to reduce costs. Engine revs will be limited to 18,000rpm, down from 19,000rpm, while development of internal components is further restricted. In addition, manufacturers, have agreed to provide an engine supply to independent teams for approximately 50% of the 2008 costs

KERS: Kinetic Energy Recovery
Systems (KERS) can be used. The optional KERS device takes energy generated
under braking and re-uses it as a power boost, limited to 400kJ per lap. This equates to around 80hp for around 6.5secs a lap.

Testing: Running outside of a Grand Prix weekend has been banned after the first race of the season. In a further cost saving measure, wind tunnel testing is limited to 60% models with speeds of no greater than 50 metres per second.

Factory: To reduce costs, Formula 1 factories must close for a total of six weeks during the year while teams will share tyre and fuel information at Grands Prix to enhance efficiency.

Racecar Engineering is the world’s leading motorsport technology magazine. Written predominantly by engineers and professionals, it helps readers keep pace with news, products, technological developments and testing, providing informed analysis of results for the keen observer, industry expert or racer looking to expand their knowledge.

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Racecar Engineering is the world’s leading publication for motorsport technology and engineering. Every issue provides unrivalled technical analysis of everything from World Championship series including Formula 1, to grass roots racing. Using the expertise of industry professionals, we look in detail at racecar design and innovation, whilst also keeping you up to date with news and developments from all the major race series across the globe.